Damping device



D 26, l1939. Q PlELs-CK 21,184,504 y DAIPING DEVICE Filed may 1Q, 1951 Patented Dec. 26, 1939 u UNITED STATES- PATENT oFFlCE nAMrmG DEVICE Gustav Pielstick, Augsburg, Germany, assg'nor to Maschinenfabrik Augsburg-Numberg A. G'., Augsburg, Germany, a corporation of Ger- Appucation May 1o, -1937, seriai No. 141,657

In' Germany May 11, 1936 Claims. (Cl. 711-574) quirements demanded in the case of modern highspeed combustion engines. Even'when damping devices are used, in which the said resilient connecting elements between the shaft andthe iiywheel mass are in the shape of spring-sleeves such as shown and described in my Patent 2,066,224 and which have proved quite satisfaetory'and whereby a damping effect of about 70% is obtained, it is in'some instances necessary to still further increase the damping eect.

The object of the present invention is to accomplish this increase ofthe damping effect in damping devices of the kind above referred to by the provision, in addition to the said resilient connecting elements, of confined spaces or compartments filled with a liquid and from which this liquid, by the relative movement between the iiy-wheel mass and the shaft, is displaced through narrow throttling passages or ducts. Because of the energy of motion destroyed on account of the throttling of the damping liquid a great damping effectis thus obtained. I

In order to make myl invention better understood, I refer tothe annexed drawing, in which I have shown the invention applied to a damping' device, in Whichbetween the fly-wheel mass and the rotating shaft there are interposed connecting elements comprising spring sleeves and in o Which Fig. 1 is a radial section taken along line I-I in Fig. 2, while Fig. 2 is an axial section taken along line II-II in Fig. 1.

Fig. 3 is a side elevation of oneof the side a disks used in connection with this invention. Fig. 4 is a fragmentary section through oneof the chambersV and showing the parts therein in elevation.

In the drawing, the rotating shaft is indicated at I, while at. 3 is shown a disk-shaped hub con- -nectedwith shaft I by bolts 2. The hub 3 is encircled by a concentric annular iiywheel mass 4. At 5 in Fig. 1 are shown cylindrical bores the centers of which are preferably located at or near .the joint between the hub 3 and the y-wheel mass .4. In these bores 5 l are provided nested spring-sleeves shown at 6 and mounted around` an inner iixed core 1, such as disclosed in my Patent 2,066,224. In order to prevent any lateral movement o'f the ily-wheel mass 4, the said 5 spring-sleeves 6 and their core 1, side-plates shown at 8 and 9 in Fig. 2 are secured to the hub 3.

As shown in Fig. 1, there are six cylindrical bores 5 only four of which contain the nested 10 spring sleeves 6 which act as damping elements as fully described and set forth in my Patent 2,066,224. In the two other cylindrical bores, disposed opposite to each other, there I provide additional damping elements which I will now ll!v describe. These latter damping elements each comprise an inner part Il) and an outer part II as referred to thev rotating shaft I. The inner part I0 which mainly rests in the hub 3 has two V-shaped walls I2 forming a hollow space into 20 which extends a wedge-shaped lprojection I3 provided on the outer part I I. The wedge-shaped projection' I3 is spaced from the inclined walls I2 so as to form therewith narrow chambers I5 and I6. As shown in Fig. 1, the outer party I I. is Z5 secured to the y-wheel mass 4 by means of a key designated I1.

At the bottom: of the hollow space formed by l the inclined walls I2 there terminates a bore or port I8, through which a liquid, e. g., oil under 30 pressure, may be supplied. Opposite the mouth of .said bore I8 is the attened edge of the wedgeshaped projection I3 being so disposed relative thereto, that, in the center position of the projection I3, the mouth of the bore, except for a 35 narrdw throttling opening is nearly closed. In a similar way, the attened upper ends of the .V-shaped walls I2 are only slightly spaced from the correspondingiiat portions of the outer part II -leaving but narrow throttlng passages 20 and 2|, which form the only communication between the chambers I5 and I6 and the `ducts 22 and 23 for the return flow of the oil.

The ducts 22 and 23 extend'from side to side of part I0 and communicate with the recesses 21 4 formed in the disks 24 and 25 through the passages 26. With this arrangement, oil flow from the damping chambers will take place as shown by the arrows in Fig. 4, .oil passing out from these chambers through the passages 20 and 2|, pas- 5c sages 22 and 23, recesses 21 and passage 26 to the port I8 or to a passage I8 formed in the member I. The disks 24 and 25 are secured to the member II by screws II'. y

From the foregoing description, the operation of these additional damping elements will be readily understood. If, for instance, because of the rotating oscillations of the shaft I, the fiywheel mass 4 moves relative to the hub 3, the

wedge-shaped projection I3 of the outer part II of the damping element moves toward the corresponding wall I2 of the inner part I 0 and thereby forces the liquid contained say in the chamber I5 out through the narrow throttling passage 20 into the return duct 22. As will be quite clear, due to the resulting throttling action, 'a large portion of the energy of motion is destroyed and thus the relative movement between the fly-wheel mass 4 and the hub 3 will be damped. As the projection I3 of the outer part II of the damping element during said movement of the fly-wheel mass 4 relative to hub 3 moves sideways,`

displaced through the narrow throttling passage 2| into-the return duct 23, while chamberl I5 is again lled with oil. 'Ihis sequence of alternate operations continues as long as any relative movement takes place. I may state here that the oil used in this damping element is always under suicient pressure to insure the continual filling of the two chambers I5 and IB of the damping element. As I have already stated, the

displaced oil is forced into the return ducts 22.

and 23 and through these finds its way back to the supply port I8. It will be seen that by a suitable dimensioning of the chambers I5 and I6 of the damping element and the throttling passages such a high damping effect may be obtained that the vibrations or oscillations of the rotating shaft can never become dangerous.

Obviously, the new damping elements need not be necessarily associated with damping devices comprising spring-sleeves as shown in the drawing, but can be used everywhere where in addition to existing resilient connecting elements between the fly-wheel mass and the ratatingy shaft a further damping device is desired. Therefore, I do not intend to be limited to the embodiment of the present invention as shown.

I claim:

1. In combination with a rotating shaft and a y-wheel mass surrounding the same bores be- 55 ing provided between them, nested springisleeves disposed in some of said bores for damping the vibrations of said shaft, and additional damping elements contained in other bores and each comprising two relatively movable members forming between them compartments filled with a liquid and having throttling passages leading therefrom through which upon relative movements between said fly-wheel and said shaft the liquid in said compartments is displaced.

2. The combination as specified in claim 1, in

which one of the members of said damping elezaiigiffthrottling passages between said two parts leading from said damping chambers so that upon a relative movement between said ily-Wheel and said hub liquid is displaced from said chambers through said.throttling passages.

4. In combination with a rotating shaft, a hub carried thereby, a fly-wheel and resilient damping elements disposed in complementary bores of said fly-wheel and'said hub, additional damping elements each comprising two relatively movable parts one mounted in said hub and having op-.f posed inclined walls confining a V-shaped hollow space, and the other part being secured to said fly-wheel and having a projection extending into said 'hollow space and spaced from said inclined walls to provide damping chambers, said parts being further spaced to provide throttling passages between .said two parts leading from said damping chambers, the said irst part containing a duct for the-supply of liquid to said damping chambers, said projection being formed with a flattened edge' disposed opposite the mouth of s aid duct being slightly spaced therefrom.

5. The combination as specified in claim 3, in which the throttling passages are formed by the flattened ends of, the said two inclined walls and the opposed correspondingly flattened portions of the said other part, including return passages communicating with said throttling passages.

GUSTAV PIELSTICK. 

